Deceleration strip damping structure

Abstract

The utility model provides a deceleration strip damping structure which comprises a road surface, a second movable block, a buffer base, a first spring damper, a positioning sliding rod, a movable sleeve and a second spring damper, installation plates are connected to the interior of the road surface in an attached mode and fixed through fastening screws, and a deceleration strip body is arranged between the installation plates. A first movable groove is formed in the road surface and movably connected with a first movable block, the temporal portion of the first movable block is rotationally connected with a hinge connecting rod, a buffering base is installed on the lower end face of the road surface, and a second movable block is movably connected into the buffering base and rotationally connected with the hinge connecting rod. A second spring shock absorber is arranged between the second movable block and the buffer base, a positioning sliding rod is connected to the lower end face of the speed bump body in an attached mode and extends into the movable sleeve, the damping effect of the speed bump is enhanced through the multiple sets of buffer assemblies, small jolt is generated when a vehicle passes through the speed bump, and the service life is long; the maintenance cost is reduced.

Description

Technical Field

[0001] The utility model discloses a speed reduction belt shock absorbing structure, belonging to the technical field of speed reduction belts. Background Art

[0002] Speed ​​bumps are often seen on the road surface at highway intersections, industrial and mining enterprises, schools, residential area entrances and other sections where vehicles need to slow down and where traffic accidents are likely to occur. Speed ​​bumps achieve the purpose of slowing down vehicles by slightly bulging the road surface, thereby affecting the driver's driving psychology.

[0003] After searching the Chinese patent number: CN210797330U, a shock-absorbing structure of a highway speed bump is found. In this design, when passing vehicles pass through the abutment plate, the compression spring plays a good buffering and shock-absorbing role on the abutment plate. The compression spring is compressed along the length direction of the sleeve. At the same time, with the cooperation of the connecting component, the adjacent fixing seats have a good connection tightness, thereby reducing the bumpy feeling of passing vehicles. However, this technical solution only plays a shock-absorbing role through the compression spring and the elastic rubber layer, and the shock-absorbing effect is poor. Since the rubber is easy to lose the shock-absorbing effect after long-term use, the shock-absorbing effect of the speed bump is reduced. Now there is an urgent need for a speed bump shock-absorbing structure to solve the above-mentioned problems. Utility Model Content

[0004] In view of the shortcomings of the prior art, the purpose of the utility model is to provide a speed bump shock absorbing structure to solve the problems raised in the above-mentioned background technology. The utility model has a reasonable structure. The design enhances the shock absorbing effect of the speed bump through multiple groups of buffer components, so that the vehicle produces less bumps when passing through the speed bump, and has a long service life and reduced maintenance costs.

[0005] In order to achieve the above-mentioned purpose, the utility model is realized by the following technical scheme: a speed reduction belt shock-absorbing structure, including a road surface, a second movable block, a buffer base, a first spring shock absorber, a positioning slide bar, a movable sleeve and a second spring shock absorber, the road surface is fitted with a mounting plate inside, the mounting plate is fixed by a fastening screw, and a speed reduction belt body is arranged between the mounting plates;

[0006] A first movable groove is opened inside the road surface, and the first movable groove is movably connected to a first movable block, and the first movable block is rotatably connected to a hinged connecting rod at the temporal part, and a buffer base is installed on the lower end surface of the road surface, and a second movable block is movably connected inside the buffer base and is rotatably connected to the hinged connecting rod, and a second spring shock absorber is arranged between the second movable block and the buffer base, and a positioning slide rod is fittedly connected to the lower end surface of the speed reduction belt body, and the positioning slide rod extends into the interior of the movable sleeve, and a first spring shock absorber is arranged between the positioning slide rod and the movable sleeve.

[0007] Furthermore, the specification of the first movable groove matches the specification of the first movable block, and the two can fit and slide in connection.

[0008] Furthermore, a first rotating hole is provided inside the first movable block, the inner diameter of the first rotating hole is equal to the outer diameter of the hinged connecting rod, and the two can fit together and be rotatably connected, and a second rotating hole is provided inside the second movable block, the inner diameter of the second rotating hole is equal to the outer diameter of the hinged connecting rod, and the two can fit together and be rotatably connected.

[0009] Furthermore, a second movable groove is provided inside the buffer base, the specification of the second movable groove matches the specification of the second movable block, and the two can fit and slide in connection.

[0010] Furthermore, a movable hole is provided inside the movable sleeve, the inner diameter of the movable hole is equal to the outer diameter of the positioning slide rod, and the two can fit and slide in connection.

[0011] Furthermore, the first movable block, the first movable groove, the hinged connecting rod, the second movable block, the buffer base and the second spring shock absorber constitute a buffer assembly, and the buffer assembly is provided in multiple groups, the composition structure of the multiple groups of buffer assemblies is the same, and they are symmetrically arranged in groups of two inside the road surface.

[0012] The beneficial effects of the utility model: the utility model provides a shock-absorbing structure for a speed bump, because the utility model adds a second movable block, a buffer base, a first spring shock absorber, a positioning slide rod, a movable sleeve and a second spring shock absorber. The design strengthens the shock-absorbing effect of the speed bump through multiple groups of buffer components, so that vehicles produce less bumps when passing through the speed bump, and the service life is long, and the maintenance cost is reduced. The problem that the original shock-absorbing structure of the speed bump on the road surface only has a shock-absorbing effect through a compression spring and an elastic rubber layer, and the shock-absorbing effect is poor, and the rubber is easy to lose the shock-absorbing effect after long-term use, that is, the shock-absorbing effect of the speed bump is reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Other features, objects and advantages of the present invention will become more apparent by reading the detailed description of non-limiting embodiments with reference to the following drawings:

[0014] Figure 1 This is a structural diagram of a speed reduction belt shock absorbing structure of the utility model;

[0015] Figure 2 This is a structural cross-sectional view of a speed reduction belt shock absorbing structure of the utility model;

[0016] Figure 3 This is a partial structural diagram of a speed reduction belt shock absorbing structure of the utility model;

[0017] In the figure: 1-road surface, 2-mounting plate, 3-fastening screw, 4-speed bump body, 5-first movable groove, 6-first movable block, 7-hinged connecting rod, 8-second movable block, 9-buffer base, 10-first spring shock absorber, 11-positioning slide rod, 12-movable sleeve, 13-second spring shock absorber. DETAILED DESCRIPTION

[0018] In order to make the technical means, creative features, objectives and effects achieved by the present invention easy to understand, the present invention is further described below in conjunction with specific implementation methods.

[0019] See also Figure 1-Figure 3 The utility model provides a technical solution: a speed reduction belt shock absorbing structure, including a road surface 1, a second movable block 8, a buffer base 9, a first spring shock absorber 10, a positioning slide bar 11, a movable sleeve 12 and a second spring shock absorber 13, a mounting plate 2 is fitted and connected inside the road surface 1, the mounting plate 2 is fixed by a fastening screw 3, and a speed reduction belt body 4 is arranged between the mounting plates 2;

[0020] A first movable groove 5 is opened inside the road surface 1, and the first movable groove 5 is movably connected to the first movable block 6, and the first movable block 6 is rotatably connected to the hinged connecting rod 7 at the temporal part. A buffer base 9 is installed on the lower end surface of the road surface 1, and a second movable block 8 is movably connected inside the buffer base 9 and is rotatably connected to the hinged connecting rod 7. A second spring shock absorber 13 is arranged between the second movable block 8 and the buffer base 9, and a positioning slide bar 11 is fittedly connected to the lower end surface of the speed reduction belt body 4, and the positioning slide bar 11 extends into the movable sleeve 12, and a first spring shock absorber 10 is arranged between the positioning slide bar 11 and the movable sleeve 12. This design enhances the shock-absorbing effect of the speed reduction belt through multiple groups of buffer components, so that the vehicle produces less bumps when passing through the speed reduction belt, and has a long service life, reducing maintenance costs.

[0021] As the first embodiment of the utility model: the specification of the first movable groove 5 matches the specification of the first movable block 6, and the two can be fitted and slidably connected. This design enables the vehicle to move downwardly due to the gravity of the vehicle when the speed bump body 4 is pressed over, so that the first movable block 6 can move downwardly along the first movable groove 5. A first rotating hole is provided inside the first movable block 6, and the inner diameter of the first rotating hole is equal to the outer diameter of the hinged connecting rod 7, and the two can be fitted and rotatably connected. A second rotating hole is provided inside the second movable block 8, and the inner diameter of the second rotating hole is equal to the outer diameter of the hinged connecting rod 7, and the two can be fitted and rotatably connected. This design enables the first movable block 6 to exert force on the hinged connecting rod 7 during its downward movement, so that the hinged connecting rod 7 can flip, so that the direction of the downward force of the first movable block 6 is changed to a part of the horizontal thrust.

[0022] A second movable groove is provided inside the buffer base 9, and the specification of the second movable groove matches the specification of the second movable block 8, and the two can be fitted and slidably connected. This design enables the second movable block 8 to move along the second movable groove through a horizontal thrust, so that the second movable block 8 can push the second spring shock absorber 13 to move, so that the horizontal force is converted into elastic potential energy, thereby reducing the bumping of the vehicle. A movable hole is provided inside the movable sleeve 12, and the inner diameter of the movable hole is equal to the outer diameter of the positioning slide bar 11, and the two can be fitted and slidably connected. This design enables the speed reduction belt body 4 to move downward to drive the positioning slide bar 11 to move downward, thereby reducing the bumping of the vehicle through the deformation of the first spring shock absorber 10;

[0023] The first movable block 6, the first movable groove 5, the hinged connecting rod 7, the second movable block 8, the buffer base 9 and the second spring shock absorber 13 constitute a buffer assembly. The buffer assembly is provided with multiple groups. The composition structure of the multiple groups of buffer assemblies is the same, and two groups of buffer assemblies are symmetrically arranged inside the road surface 1. This design can enhance the shock-absorbing effect of the speed bump body 4 through the multiple groups of buffer assemblies, so that the vehicle will produce less bumps when passing through the speed bump.

[0024] As the second embodiment of the utility model: when a vehicle passes through the speed bump body 4, the gravity of the vehicle When the vehicle presses over the speed bump body 4, the speed bump body 4 moves downward due to the gravity of the vehicle, so that the first movable block 6 can move downward along the first movable groove 5. During the downward movement of the first movable block 6, a force is applied to the articulated connecting rod 7, so that the articulated connecting rod 7 can flip, so that the direction of the downward force of the first movable block 6 is changed to a part of the horizontal thrust, and the second movable block 8 is moved along the second movable groove through the horizontal thrust, so that the second movable block 8 can push the second spring shock absorber 13 to move, so that the horizontal force is converted into elastic potential energy, thereby reducing the bumping of the vehicle, and the downward movement of the speed bump body 4 drives the positioning slide bar 11 to move downward, and the bumping of the vehicle is reduced through the deformation of the first spring shock absorber 10.

[0025] The above shows and describes the basic principles and main features of the utility model and the advantages of the utility model. For those skilled in the art, it is obvious that the utility model is not limited to the details of the above exemplary embodiments, and can be implemented in other specific forms without departing from the spirit or basic features of the utility model. Therefore, no matter from which point of view, the embodiments should be regarded as exemplary and non-restrictive. The scope of the utility model is limited by the attached claims rather than the above description, and it is intended to include all changes within the meaning and scope of the equivalent elements of the claims. Any figure mark in the claims should not be regarded as limiting the claims involved.

[0026] In addition, it should be understood that although the present specification is described according to implementation modes, not every implementation mode contains only one independent technical solution. This description of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment may also be appropriately combined to form other implementation modes that can be understood by those skilled in the art.

Claims

1. A speed reduction belt shock absorbing structure, comprising a road surface, a second movable block, a buffer base, a first spring shock absorber, a positioning slide rod, a movable sleeve and a second spring shock absorber, characterized in that: The road surface is fitted with a mounting plate, which is fixed by fastening screws, and a speed bump body is arranged between the mounting plates; A first movable groove is opened inside the road surface, and the first movable groove is movably connected to a first movable block, and the first movable block is rotatably connected to a hinged connecting rod at the temporal part, and a buffer base is installed on the lower end surface of the road surface, and a second movable block is movably connected inside the buffer base and is rotatably connected to the hinged connecting rod, and a second spring shock absorber is arranged between the second movable block and the buffer base, and a positioning slide rod is fittedly connected to the lower end surface of the speed reduction belt body, and the positioning slide rod extends into the interior of the movable sleeve, and a first spring shock absorber is arranged between the positioning slide rod and the movable sleeve.

2. A speed reduction belt shock absorbing structure according to claim 1, characterized in that: The specification of the first movable groove matches that of the first movable block, and the two can fit and slide in connection.

3. The speed reduction belt shock absorbing structure according to claim 1, characterized in that: A first rotating hole is provided inside the first movable block, and the inner diameter of the first rotating hole is equal to the outer diameter of the hinged connecting rod, and the two can be fitted and rotatably connected. A second rotating hole is provided inside the second movable block, and the inner diameter of the second rotating hole is equal to the outer diameter of the hinged connecting rod, and the two can be fitted and rotatably connected.

4. The speed reduction belt shock absorbing structure according to claim 1, characterized in that: A second movable groove is provided inside the buffer base, the specification of the second movable groove matches the specification of the second movable block, and the two can fit and slide in connection.

5. The speed reduction belt shock absorbing structure according to claim 1, characterized in that: A movable hole is provided inside the movable sleeve, the inner diameter of the movable hole is equal to the outer diameter of the positioning slide rod, and the two can fit and slide in connection.

6. The speed reduction belt shock absorbing structure according to claim 1, characterized in that: The first movable block, the first movable groove, the hinged connecting rod, the second movable block, the buffer base and the second spring shock absorber constitute a buffer assembly. The buffer assembly is provided in multiple groups. The composition structure of the multiple groups of buffer assemblies is the same, and they are symmetrically arranged in groups of two inside the road surface.

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